Internal-combustion engine.



No. 861,411. PATENTED JU LY 30,1907;

- G. W. WEISS.

INTERNAL COMBUSTION ENGINE.

APPLICATION IILBD DEO.12, 100a.

' 2 SHEETS-SHEET 1.

No. 861,411. PATENTED JULY 30, 1907.

o. W. WEISS.

INTERNAL COMBUSTION ENGINE. APPLmATIpN FILED 1130.12, 1903.

2 SHEETS-SHEET 2.

CARL W. WEISS, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented July 30, 1907.

Application filad December 12, 1903. serial No. 184,890.

\/ To all whom it may concern:

Be it known that I, CARI. W. WEIss, a citizen of the United States,residing in the borough of Brooklyn of the city of New York, in theState of New York, have invented certain new and useful Improvements inInternal-Combustion Engines, of which the following is a specification,reference being had to the accompanying drawings forming a part hereof.

This invention has for its object to increase the elliciency of internalcombustion engines and relates more especially to the means for clearingout the exhaust from the working cylinder after each operation and tothe means for maintaining in the explosion chamber or working cylinderthe conditions best suited to the op.- eration of the engine,particularly as regards the temperature of such chamber or cylinder.

For the purpose of clearing out the exhaust gases, maintaining in thecylinder the most favorable conditions, and improving the quality ofthemixture, steam which is free from entrained water is introduced intothe working cylinder.

It is highly desirable that the steam be free from water, first becausewithsteam alone is it possible to attain with uniformity the conditionswhich have been found to be essential to the economical and satisfactoryoperation of internal combustion engines, whereas if water be introducedinto the working cylinder and there evaporated the attainment'of suchuniform conditions is impossible, because of the uncertainty as to theamount of evaporation and as to the character of the explosive mixture.Furthermore, the tendency of water in the cylinder is to destroycombustion, and this tendency is largely obviated by the introduction ofsteam which is comparatively dry or free from water. Again, theintroduction of steam into the working cylinder permits a relativelyhigh and constant temperature to be maintained therein, whereas theintroduction of water would reduce the temperature and would causegreater variation in temperature, by reason of the variation in theamount of evaporation. Moreover,

it is found that the introduction of water destroys the lubrication ofthe piston in the cylinder and causes undue grinding and wearing of thepiston in the cylinder, whereas the introduction of steam comparativelydry or free from water promotes lubrication and permits the engine tooperate much longer than would otherwise be possible.

In ,the practical operation of the invention, therefore, provision ismade for a constant supply of steam comparatively dry or free fromwater, so that the steam may be introduced into the working cylinder atthe proper instant in the cycle of operation of the engine and inregular and unvarying quantities, such steam being preferably suppliedfrom the water jacket of the engine, in which the water is constantlyrenewed in proportion to the evaporation.

The invention will be more fully described hereinafter with reference tothe accompanying drawings in which, for purposes of explanation, it isillustrated as embodied in an internal combustion engine which isingeneral of a well-known type.

In the drawings-Figure 1 is a view partly in elevation and partly inlongitudinal central section of so much of an engine as is necessary toillustrate the application of the invention thereto, some parts beingbroken away. Fig. 2 is a detail view in horizontal section and on alarger scale than Fig. 1, showing the construction and arrangement ofthe pumps. Fig. 3 is a .detail view, partly in elevation from theopposite side of the engine shown in Fig. 1, and partly in verticalsection, showing particularly the means for controlling and regulatingthe supply of water to the water-jacket of the engine. Fig. 4 is adetail view, partly in elevation and partly in vertical, centralsection, showing means for supplying steam from the water-jacket to thecylinder of a four-cycle engine.

As usual in engines of the type represented in Fig. l

.of the drawin s the workin" c 'linder A is )rovided with a trunk-pistonB connected by a pit man with a crank-shaft C while the crank-chamber Ais inclosed as usual to permit the compression by the forward stroke ofthe piston of the air required for the formationof each charge. Thecylinder is also provided as usual with an inlet port a communicatingwith the crank-chamber A and arranged to be uncovered by the piston asit approaches the limit of its forward movement and an exhaust port aalso arranged to be uncovered by the piston, preferably slightly inadvance of the inlet port a. The cylinder is also provided, as usual,with an inlet port a to admit air to the compression chamber A'- as thepiston approaches the limit of its rearward movement.

The working cylinder is provided, as usual, with a water-jacket A andprovision is made whereby steam therefrom is admitted to the workingcylinder, the steam connection being made at such a point that the steamwill be admitted to the cylinder as the piston completes its forwardstroke. steam admitted to the cylinder shall carry with it as littleentrained water as possible and accordingly a steam dome A is mounted onthe cylinder A and is connected with the top of the water-jacket. Fromthe top of the steam dome a connccl ion is made by a suitable pipe awith the channel a through which the air compressed in the compressionchamber of the engine is delivered to the port (1. Steam may thereforebe drawn from the water-jacket lhrough the steam dome into thecrank-chamber during the compression stroke.

of the piston to be mingled with the air in the crankchamber, andpractically to fill the channel between the crank-chamber and the inletport, so that when such port is open the major portion of the steamshall pre- It is desirable that the' has been introduced into theworking cylinder.

- ing cylinder.

cede the air into the working cylinder, assisting in clearing out theexhaust gases, reducing to some extent the temperature-in the workingcylinder, and entering into the composition of the new charge. The mainbody of air from the crank-chamber follows the steam into-the workingchamber and is there mingled with the steam which remains in the workingchamber and with the fuel basis of the new charge which in the meantimeDuring the return stroke of the piston the charge is-'com pressed andignition and'expansion follow as usual.

Ignition may be effected in any suitable mamner, an igniter of ordinaryconstruction being represented at d. Provision is. also made for theaddition of cool water to the water-jacket in due proportion tocompensate for the loss, by evaporation, of water in the water-jacket,

such addition of cool water during the operation of the engine aidinginkeeping the temperature of the work.- ing cylinder uniform and at acomparatively low degree, as is highly desirable in the operation ofengines of thistype. Furthermore, provision is made for the addition ofthe cool water to the water-jacket at such a point as to secure the mostsatisfactory results and for the control'of the water supply accordingto the height of the water in the Water-jacket without permitting thewater to be heated before it enters thewater-jacket. The cool water maybe supplied under suitable pressure from any convenient source, thedelivery of the water to the water-jacket being controlled by meanshereinafter described. As represented inthe drawings, the water issupplied by a pump arranged to be oper-. ated by the engine, the waterpump being conveniently disposed in proximityto the usual fuel pumpand'arranged to be operated by the same means. As shown in the drawings,the fuel pump G is constructed and arranged as usual, having its inletconnected with a reservoir 9 and its outlet connected with 'a suitablenozzle h through which the oil is delivered to the work- The plunger 9of the oil pump is provided with acollar g for cooperation with a springg by which the plpnger is returned, to position, the throw of theplunger being limited by an adjustable stop 9 The forward movement ofthe plunger may be effected as usual by a reciprocating part 9 actuatedin the usual manner from the crank-shaft G. The water pump K,

which maybe conveniently embodied in the same structure with the oilpump G, is similarly constructed, its plunger k being provided with acollar k for cooperation with the spring k to return the plunger, whilethe throw of the plunger is limited by an adjustable stop is. The intakeof the pump is represented by the pipe 10 which is connected with thecylinder of the 'cated by the pipe is delivered directly to the water-'I drainage cock m the side of the working cylinderand is connected withthe water-jacket at two points, near its top and near its bottom, as atm and in. The tank has a tight cover in and may be provided with petcocks m and m and a Withinthe tank is mounted a float 'm which," risingor falling with the height of the Water in the tank, which is the sameas that in the water-jacket, controls a' valve N which is interposedbetween the source of water supplyand the water-jacket, as between thepipes and 7c, and regulates the delivery of water from the water supply7: to the water-jacket. Since, in the arrangement shownin Figs. 1, 2,and 3 of the drawings, the pump K continues to operate regardless of theheight of the water in the water-jacket, it is desirable to provide aby-pass and to this end the chamber of the valve N may be connected asat n with the supply pipe 70 of the pump, so that when the valve N isclosed, the water delivered through the pipe k may be returned to thesuction s ide of the pump.

In Fig. 4 of the drawings there is illustrated the application of theinvention to a four-cycle engine. In this case modification of thestructure already described is necessary only so far as concerns thedelivery of the steam from the water-jacket to the working cylinder.There being no compression chamber independent of the working cylinder,the steam dome A is connected by a pipe a with the head of the workingcylinder,

through an inwardly opening valve a, so that during the suction strokeof the piston the valve e is opened and steam is drawn from the steamdome directly into sis the cylinder, while during the working stroke,the

scavenging stroke, and the compression stroke of the piston, thevalve ais held closed by the pressure in the cylinder. In other respects, aswill be obvious, the

' construction of the parts involved in the present invention may be asshown in Figs. 1, 2 and 3.

So far as concerns the admission of steam to the working cylinder andthe action of the steam therein, the nature of the invention has beenfully explained. So,

, also, with respect to the means for maintaining a supply.

of water in the water-jacket, to compensate for the reduction of thequantity therein by evaporation, the construction and arrangement of theseveral parts involved has been fully described. It will be understoodthat, the supply ofcool water being maintained by the pump Kor by otherconvenient means, the delivery of the cool water to thewater-jacketisregulated by the closed and the delivery of water to the water-jacketstopped. It will be observed that the water on its wayto the.water-jacket is not brought in contact with highly heated portions ofthe engine and consequently enters the wa ter-jacket at such a}comparatively low.

temperature as to be efficacious in reducing the tem- I perature of theworking cylinderand thereby promoting compression. Furthermore, sincethe tendency to heating of the cylinder is proportionatev to the workdone by the engine, and the rapidity with' which the water in t e waterjacket is evaporated is in turn prof portionate the heating of thecylinder, and the inflow of cool water is determined by the rapidity ofevapora tion, it will be obvious that any rise in temperature of thecylinder will be quickly offset by a larger inflow of cool water so thatthe temperature of the working cylinder will be maintained practicallyuniform under all conditions, whether the engine be running under aheavy load or under a light load or idle. It is well understood thatsuch uniformity in temperature of the working cylinder is an essentialelement in the continued operation of an internal combustion engine atits maximum efficiency and the value of means which permit suchuniformity of temperature to be maintained under all conditions will berecognized. Again, the reduction of the temperature of the workingcylinder to a desirable degree is promoted by the delivery of the coolwater at the forward end of the water jacket, since the presence ofcooler water in that portion of the water jacket assists materially inkeeping down the temperature of the corresponding portion of thecylinder and the piston and consequently the forward parts of theengine, while the temperature of the explosion chamber is reduced least,as is desirable. Moreover, by feeding in the cool water at that portionof the working cylinder and water jacket which is at the relativelylowest temperature and discharging it at that portion which is at thehighest temperature, the greatest difference in temperature between thecooling'water and the working cylinder is secured with a consequentgreater absorption of heat.

I claim as my invention:

1. In an internal combustion engine, the combination of a workingcylinder and piston, said cylinder having an exhaust port and an inletport arranged to be uncovered by the piston as it approaches the forwardlimit of its stroke, means to supply steam, relatively dry and cool, tosaid inlet port, and means to supply air under pressure to said inletport, whereby as said ports are uncoyered by the piston air and steamare admitted to the cylinder to clear out the exhaust, cool thecylinder, and form the basis of the succeeding charge, substantially asdescribed.

2. In an internal combustion engine, the combination of a workingcylinder and piston, said cylinder having an exhaust port and an inletport arranged to be uncovered by the piston as it approaches the forwardlimit of its stroke, a closed crank chamber, means for supplying airthereto, a passage connecting said crank chamber with the air inletport, and means to supply steam, relatively cool and dry to saidpassage, whereby as said ports are uncovered by the piston air and steamare admitted to the cylinder to clear out the exhaust, cool thecylinder, and form the basis of the succeeding charge, substantially asdescribed.

3. in an internal combustion engine, the combination of a workingcylinder and piston, said cylinder having an exhaust port and an inletport arranged to be uncovered by the piston asit approaches the forwardlimit of its stroke, a water jacket about the cylinder, a steam domeconnected with the upper part of said water jacket, a connection fromsaid steam dome to said inlet port, and means to supply air-underpressure to said inlet port, whereby as said ports are uncovered by thepiston air and steam are admitted to the cylinder to clear out theexhaust, cool the cylinder, and 't'orm the basis of the succeedinc;charge, substantially as described.

4. In an internal combustion engine, the combination of a workingcylinder and piston, said cylinder having an exhaust port and an airinlet port arranged to be uncovered by the piston as it approaches theforward limit of its stroke, a closed crank chamber, a passageconnecting said crank chamber with said air inlet port, a water jacketabout the cylinder, a steam dome communicatingwith the upper part ofsaid water jacket, and a connection from said steam dome to saidpassage, whereby as said ports are opened air and steam are admitted tothe cylinder to clear out the exhaust, cool the cylinder, and form thebasis of the succeeding charge, substantially as described.

5. In an internal combustion engine, the combination of a workingcylinder and piston, said cylinder having an exhaust port and an inletport arranged to be uncovered by the piston as it approaches the forwardend of its stroke, a water jacket about the cylinder, a steam domeconnected with the upper part of said water jacket, :1 connection fromsaid steam dome to said inlet port, means to supply air under pressureto said inlet port, a water supply connection direct to said waterjacket and having an interposed valve, a closed tank communicating withsaid water jacket. and independent of the water connection, and a floatin said tank to control said valve, whereby the loss of water in thewater jacket is compensated by the addi iion of water directly to thewater jacket without passing the same through the tank, substantially asdescribed.

6. In an internal combustion engine, the combination of a workingcylinder and piston, said cylinder having an exhaust port and an inletport arranged to be uncovered by the piston as it approaches the forwardend of its stroke, a water jacket about the cylinder, a steam domeconnected with the upper part of said water jacket, a connection fromsaid steam dome to said inlet port, means to.

supply air under pressure to said inlet port, a pump operated by theengine to supply water to said jacket, a direct connection from saidpump to said water jacket ineluding a valve, a by-pass around saidvalve, a tank coinmunicating with the water jacket and independent ofthe water supply connections, and a float in said tank to com trol saidvalve, whereby the loss of water in the water jacket is compensated bythe addition of water directly to the water jacket without passing thesame through the tank, substantially as described.

This specification signed and witnessed this tenth day of December A.1)., 1903.

CARL W. WEISS.

In the presence of AN'ruoNy N. .Tnsnmm,

M. A. BRAYLEY.

